FURTHER PAPERS RELATING TO THE CONSTRUCTION OF RAILWAYS. (SOUTH ISLAND.) IX.-ADDITIONAL REPORTS AND ESTIMATES ACCOMPANYING PARLIAMENTARY SURVEYS.

Appendix to the Journals of the House of Representatives, 1871 Session I, D-06l

D.—No. Gi

FURTHER PAPERS RELATING TO THE CONSTRUCTION OF RAILWAYS. (SOUTH ISLAND.) IX.-ADDITIONAL REPORTS AND ESTIMATES ACCOMPANYING PARLIAMENTARY SURVEYS.

I. Nelson to Foxhill. V. Tokomairiro to Tuapeka. 11. Eakaia to Ashburton. VI. Winton to Lowther & Kingston. 111. Timaru to Waitaki. VII. Winton to Athol. IV. Bangiora to Waipaea.

PRESENTED TO BOTH HOUSES OF THE GENERAL ASSEMBLY, BT COMMAND OP HIS EXCELLENCY.

WELLINGTON.

1871.

SCHEDULE OF CORRESPONDENCE.

No. Date. From. T.v Subject. 1 1871. Aug. 30 A. D. Austin The Hon. Minister for Public Works Ditto Report and Estimate, Nelson and Foxkill Railway. 2 Aug. 8 W. B. Bray Eeport and Estimate? Eakaia to Ashburton. Alternativo Lines at Eangitata. Eeport and Estimate, Timaru to Waitaki. 3 Aug. 80 Ditto Assistant Engineer-in-Chief Ditto Ditto The Hon. Minister for Public Works Assistant Engineer-in-Chief 4 5 a Oct." 24 Sept. 22 Ditto W. N. Blnir Engineer-in-Chief Report and Kstiraate, Rangiora to Waipara. Report and Estimate, Tokomairiro to Tuapeka. Report and Estimate, Winton to Lowtker and Kingston. Report and Estimate, Winton to Athol. 7 Sept. 27 W. N. Blair

D.— No. 6t.

FURTHER PAPERS RELATING TO CONSTRUCTION OF RAILWAYS.

I.—NELSON TO FOXHILL. No. 1. . Mr. Austin to the Hon. W. Gisborne. Sir,— Selwyn Place, Nelson, 30th August, 1871. I have the honor to forward plan, section, and estimate of the Nelson and Foxhill Railway, in accordance with instructions received from the Acting Engineer-in-Chief. Three lines have been surveyed between Nelson and Stoke : these I have called respectively " The Beach Line," " Jenkins' Hill Alternative Line," and " The Tunnel Alternative Line." Between Stoke and Foxhill the country is nearly level, presenting no engineering difficulties whatever. My own opinion is strongly in favour of the Beach Line being constructed. It was thought that a shorter tunnel might have been found: rough levels have been taken in various places, and although a tunnel about 100 yards shorter might be made, it is through such exceedingly broken ground that in all probability it would be far more expensive than the one I have selected, which is 780 yards in length, and which I have estimated to cost £25,000. The Jenkins' Hill Alternative Line interferes with a great deal of town property, including several houses, which would make land and compensation a considerable item. The cuttings, also, for this line are through very treacherous ground, and I am afraid endless landslips would occur, causing much expense and unsafety in working the line. The steepest gradient is linso ; the sharpest curve 5 chains radius. The Beach Line, estimated to cost £77,361, with the Nelson Terminus in Trafalgar Street, is therefore, in my opinion, the line that should bo adopted : it interferes with little town property, and places the country districts in direct communication with the port and shipping. Should the Beach Line, with the terminus in Hardy Street, be adopted, the cost would remain about the same, with the disadvantage of crossing the Port Road on the level close to the town. The widening of the Haven Road should, in my opinion, be carried out in conjunction with the Provincial Government of Nelson and the Board of Works, the road being at present too narrow for the existing traffic. If it should be thought unsafe to use locomotives running parallel to the Haven Road, I would suggest that goods trains might run through the town very early in the morning, and the passenger carriages during the day might be conveyed from the Cliffs to the Trafalgar Street Terminus by horses. I have provided for a goods station on Thompson's Run to meet this view. There is one curve of 5 chains radius in this line: the steepest gradient is lin 57, which can easily be reduced to 1 in 100. The line would probably be constructed considerably within my estimate, as I have put liberal prices for many of the items. Ballast will be easily procured all along the line. I have, Ac, The Hon. W. Gisborne. ____________ -*-• ***• Austin, Engineer.

Enclosure 1 in No. 1. Approximate Estimate—Beach Line. From Trafalgar Street Terminus to Waiiti Bridge. Length, 20 miles 5 chains. Single line of railway, 3 feet 6 inch guage. Weight of rails, 40 lbs. to the yard. Earthwork— £ a. d. Mainline, 65,700 cub. yards, at Is., and 29,800 cub. yards, at Is. 6d. ... ... 5,520 0 0 Deviations and Approaches, 300 cub. yards, at Is. ... ... ... ... 150 0 0 Stations and Sidings, 9,400 cub. yards, at Is. ... ... ... ... 470 0 0 Permanent AVay, including rails, fish-plates, spikes and bolts, sleepers, ballast, and laying 21 miles, including stations and sidings, at £1,400 per mile ... ... 29,400 0 0 Sea Wall, with granite facings, 510 lineal yards, at £8 per yard ... ... ... 4,080 0 0 Timber Breastwork, 108 chains, at £10 per chain ... ... ... •••■ 1,080 0 0 Tunnel, Rocky Point, 105 yards in length ... ... ... ... ... 1,575 0 0 M. Ch. Feet. Bridgee—at 0 30 ... 60 3 64 ... 30 3 73 ... 30 4 43 ... 33 5 32 ... 30 6 53 ... 30 7 1 ... 30 I 11 52 ... 60 13 41 ... 20 17 45 ... 66 19 69 ... 50 439 feet, at £6 per f00t... ... 2,634 0 0 Carried forward £44,909 0 0

D.—No. 61,

M. Cli. Feet. £ s. d. Brought forward ... ... 44,909 0 0 Bridges—at 12 14 ... 92 12 20 ... 505 597 feet, at £10 per foot ... 5,970 0 0 Culverts —Four, 6-feet openings, at £50 each ; five, 4-feet openings, at £30 each ... 350 0 0 Six, 3-feet openings, at £30 each ; five, 2-feet openings, at £15 each ... 255 0 0 Twenty-two, 1-foot openings, at £6 each ... ... ... ... 132 0 0 Level Crossings and Gates, 26, at £20 each ... ... ... ... ... 520 0 0 Fencing, Ditch, and Bank, 37 miles, at £60 per mile ... ... ... ... 2,220 0 0 Gates, 250, at £3 10s. each ... ... ... ... ... ... 875 0 0 Points, Switches, and one Turntable ... ... ... ... ... ... 1,000 0 0 Rolling Stock —Two Locomotives, at £1,300 each ; and four Passenger Carriages, at £300 each ... ... ... ... ... ... 3,800 0 0 Twenty Goods Waggons, at £80 each; and four Covered Waggons, at £105 each ... ... ... ... ... ... 2,020 0 0 Two Break Vans, at £130 each ... ... ... ... 260 0 0 Stations—Nelson, £400 ; Port, £200; Foxhill, £200 ... ... ... ... 800 0 0 Five Country Stations, at £150 each ... ... ... ... 750 0 0 Land and Compensation, about 120 acres ... ... ... ... ... 3,800 0 0 Clearing two miles of Bush ... ... ... ... ... 200 0 0 Contingencies ... ... ... ... ... ... ... .', 0,000 0 0 Engineering Expenses ... ... ... ... ... ... ... 3,500 0 0 Total ... ... ... ... £77,361 0 0

Enclosure 2 in No. 1. Approximate Estimate—Jenkins' Hill Alternative Line. Length, 19 miles 35 chains. Hardy Street Terminus to Waiiti Bridge. Earthwork —Main Line ... ... 124,300 cub. yards £ s. d. Deviations and Approaches... 20,000 ~ Stations and Sidings ... 12,800 „ 157,100 cub. yards, at Is. ... ... 7,855 0 0 Permanent Way, including rails, fish-plates, spikes and bolts, sleepers, ballast, and laying 20j miles, including stations and sidings, £1,400 per mile ... ... 28,700 0 0 M. Ch. Feet. Bridges—at ... ... 0 58 ... 60 0 72 ... 50 110, at £8 per foot ... ... 880 0 0 (Over railway) 2 10 ... 66 66, at £15 per foot ... ... 990 0 0 2 60 ... 270 270, at £8 per foot ... 2,160 0 0 3 65 ... 40 „ 6 53 .... 30. 7 1 ... 30 11 52 ... 60 13 41 ... 20 „ 17 45 ... 66 „ 19 69 ... 50 296, at £6 per foot ... ... 1,776 0 0 a 12 14 ... 92 „ 12 20 ... 505 597, at £10 per foot ... ... 5,970 0 0 Retaining Wall and construction of Temporary Road at Jenkins Hill ... ... 1,000 0 0 Culverts —Six, 6-feet openings, at £50 each ; and four, 5-feet openings, at £35 each ... 440 0 0 „ Five, 4-fcet openings, at £30 each ; thirteen, 3-feet openings, at £25 each ... 475 0 0 „ Five, 2-feet openings, at £15 each; twenty-three, 1-foot openings, at £6 each ... ... ... .:. ... ... ... 213 0 0 Level Crossings and Gates, 27, at £20 each ... ... ... ... ... 540 0 6 Fencing, Ditch and Bank, 37 miles, at £60 per mile ... ... ... ... 2,220 0 0 Gates, 250, at £3 10s. each ... ... ... ... ... ... 875 0 0 Points, Switches, and one Turntable ... ... ... ... ... ... 1,000 0 0 Rolling Stock—Two Locomotives, at £1,500 each ; four Passenger Carriages, at £300 each ... ... ... ... ... „ ... ... 4,200 0 O Twonty Goods Waggons, at £S0 each; four Covered Waggons, at £105 each; two Break A rans, at £130 each ... ~. ... 2,150 0 0 Stations, as per estimate for Beach Line ... '... ... ... ... 1,550 0 0 Land and Compensation, about 150 acres ... .... ... ... ... 8,300 0 0 Contingencies, 10 per cent, on above amount ... ... ... ... ... 7,129 8 0 Engineering Expenses, 5 per cent, on above amount ... ... ... ... 3,921 3 5 Total ... ... ... ... £82,344 11 5

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FURTHER PAPERS RELATING TO

D.—No. 6i>.

CONSTRUCTION OF RAILWAYS.

Enclosure 3 in No. 1. Approximate Estimate. —Tunnel Alternative Line. Hardy Street Terminus to Waiiti Bridge. Length, 18 miles 78 chains. £ s. d. Earthwork—Main Line ... ... 89,800 cub. yards Deviations and Approaches ... 8,500 „ Stations and Sidings ... 11,800 „ 110,100 cub. yards at Is. per cub. yard... 5,505 0 0 Tunnel, 780 yards in length, including brickwork and stone facings ... ... 25,000 0 0 Permanent Way, as per estimate for Beach Line, 20 miles, including stations and sidings, at £1,400 per mile 28,000 0 O M. Ch. Feet. Bridges—at 0 58 ... 50 2 39 ... 20 8 40 ... 50 ■1 21 ... 64 G 53 ... 30 „ • 7 1 ... 30 „ .11 52 ... 60 13 41 ... 20 17 45 ... 66 19 69 ... 50 . 440 feet, at £6 per foot ... 2,640 0 0 ' 12 14 ... 92 12 20 ... 505 ■ 597 feet, at £10 per foot ... 5,970 0 0 Culverts— Seven, 6-feet openings, at £50 ... ... ... ... ... 350 0 0 „ Six, 4-feet openings, at £30 ... ... ... ... ... ISO 0 0 „ Three, 2-feofc openings, at £15 ... ... ... ... > 1T7 n n Twenty-two, 1-foot openings, at £G... ... ... ... j mi v w Level Crossings and Grates, 21, at £20 ... ... ... ... ... 420 0 0 Fencing, Ditch and Bank, 35 miles, at £60 ... ... ... ... ... 2,100 0 0 Gates, 250, at £3 10s. each ... ... ... .... ... ... S75 0 O Points, Switches, and Turntable ... ... ... ... ... ... 1,000 0 0 Boiling Stock (see Jenkins'Hill Line) ... ... ... ... ... 6,350 0 0 Stations ... ... ... ... ... ... ... ... 1,550 0 0 Land and Compensation, about 135 acres ... ... ... ... ... 5,300 0 0 Contingencies, 10 per cent, on above items ... ... ... ... ... 8,541 14 0 Engineering, 5 per cent, on above items ... ... ... ... ... 4,697 18 0 Total ... ... ... ... £98,656 12 0

11. — RAKAIA TO ASHBURTON. No. 2. Report by Mr. W. B. Bray. Christchurch, Bth August, 1871. TnE second resolution on railways, passed by the Provincial Council of Canterbury on 2nd November, 1870, recommended the immediate construction of the Southern Railway from the Rakaia to the River Ashburton (including a railway bridge across tho river), and also tho line from Temuka to the Orari. Tho latter part of the resolution could not be carried out without deciding on tho point at which the River Rangitata should bo crossed, because tho position of the Orari crossing depended on that. It became necessary, therefore, not only to prepare a plan and section of the amended lino of railway from the bridge now constructing across the Rakaia to and across the River Ashburton, but also to take a section along the upper line of railway by the bridge now constructing across the Rangitata, and to compare this line with the lower and more direct line laid out by Mr. Dobson, whoso section has been taken, for the purpose of comparison, without repeating the levels, except at the river crossing. From the Rakaia to the Ashburton, tho line runs across gravelly plains, destitute of wood and water, and with a scanty covering of soil, which is seldom sufficiently deep to form good arable land. Leaving the Rakaia Bridge at an elevation of 340 feet above high water, the line rises with easy gradients undulating with tho surface of the plains, so as to reduce the amount of earthwork to a minimum, and ascending 24 feet only in 9.J miles ; thence descending to the River Ashburton, which is crossed, at SOS feet above high water, with a bridge 39£ chains long, and again descending to 21 miles, where the alternative line branches off at 295 feet above high water. This portion of the railway, which ia common to both lines, is estimated, as shown in the Appendix, at £60,784. From 21 miles, where the lines diverge, both lines run across stony plains, which are in very few localities fit for more than sheepruns. The lower or direct line is practically level to tho Rangitata, reaching the Terrace at 37?,- miles, and 290 feet above high water ; thence descending 25 feet, with an incline of 1 in 50, it at once reaches the north branch of the Rangitata, which has to be crossed by a bridge 68 chains long. This branch is

5

D.—No. Gl,

almost dry at present, as the river is running chiefly in the South Channel. The island is well above the flood levels. The south- branch requires a bridge 62 chains long. From the Rangitata thp line falls 60 feet in 5 } miles to the River Orari, which is crossed by a bridge of 10 chains width, at 205 feet above high water, and thence descends to the junction with the alternative line at 48 miles 45 chains, at 159 feet above high water, being a total distance of 27 miles 45 chains to compare with the upper line (which is 35 miles 67J chains). From this junction to Temuka, a distance of 4£ miles, which is again common to both lines, there ia a fall of 100 feet. Estimated cost, £10,220. . The upper line, on diverging, at 21 miles from Mr. Dobson's line, ascends with an average gradient of 1 in 320 to the River Hinds, which is crossed at an elevation of 418 feet, after which the plains become more stony, and have an ascent of 1 in 243. The Rangitata Terrace is reached at 42 miles, at 65^ feet above high water, and the line descends 43 feet, with an inclination of 1 in 50, to the level of the bridge, 611 feet above high water. The bridge now constructing is only of a width for road traffic, and will require widening and strengthening by another row of cylinders and girders, that the trains may cross the bridge at full speed, to be helped up the 43-feet ascent of 1 in 50, at which they would otherwise stick. The Southern Terrace is reached, by an incline of 1 in 100, at 43J miles, and 633 feet above high water ; and thence to the Orari, a distance of 10 miles, the lino descends 383 feet, or 1 in 137, and joins the lower line, at 56 miles 67i- chains, at the point before described, 159 feet above high water, being a total distance, by this upper line, of 35 miles 67|- chains. . The general features of these two lines may, for comparison, be briefly summed up as follows : — Lower line 27 miles 45 chains long, is nearly level, and the gradients very favourable, but it has two long and expensive bridges across the Rangitata, and is estimated at £122,641. Upper line, 35 miles 67 chains long, being 8 miles 22 chains longer than the lower line, the summit level is 364 feet higher than the other line, and the gradients are very unfavourable. This line is estimated &t £107,061. Or, more briefly, the lower line has an expensive bridge over the Rangitata, which the upper line avoids by going over a hill of 364 feet. The question is thus resolved into comparing the cost of power for surmounting 364 feet of rise and maintaining, 8-J- miles of way, with the cost of bridging the Rangitata on the other line. Taking as a basis that the angle of friction of a railway train is 16 feet in a mile, the power required to take the trainB up the different inclines may be computed by ascertaining the miles of friction which equal the total rise, and deducting the miles of descent on which the trains will run without power, as follows : —

Trains going South, 381 feet total rise .., ... 23J miles. Less miles of descent by gravity only ... ... ... ... 14 „ Loss of power going South ... ... ... ... 9|- ,, Trains going North, 517 feet total rise ... ... ... ... 32| „ Less miles of descent by gravity only ... ... ... ... 21 „ Loss of power going North ... ... ... ... 11| 2)21 „ Average engine power required for ascent ... ... ... 10J „ Additional distance by upper line ... ... ... ... 8} „ Total extra mileage of engine power .... ... ... 18$ „ Then, calculating engine power at Is. 9d. per train per mile, and maintenance of way at 2s. per train per mile, the extra cost per train on the upper line will be, — £ s. d. Engine power, 18J miles, at Is. 9d. ... ... ... ... 1 12 10 Maintenance, exclusive of Kenewal Fund, 8J miles, at 2s. ... ... 0 10 G Extra cost per train on upper line ... ... ... ... £2 9 4

Or, deducting wages of driver, Ac, as not materially increased by running the extra mileage, the extra cost remains £1 15s. Supposing three trains running each way, the extra cost of taking daily , these six trains will be £10 10s. per day, or £3,832 10s. per annum, equal to 6 per cent, on £63,875. On the lower line the gradients are so easy that the engine has to work the whole distance, and any increase of power required in going North is made up by the diminution of power required in running South. AVhereas on the upper line the power of gravitation is so much in excess that there will be considerable wear of breaks and wheels in descending the inclines. The final issue, therefore, to be tried between the', two lines is, whether is it better to incur a present outlay of £16,000 on works causing a terminable charge of £900 per annum for interest and sinking fund, or whether it is better to put up with an annual outlay of £1,277 10s. for engine power for every train running daily up and down, or £3,832 if three trains should run daily up and down, which would remain a perpetual charge, only increasing with every increase of traffic. Although on this statement of the case, between Mr. Dobson's and Mr. Doyne's lines, I much prefer the former or the lower line, yet I am not sure that a still better line is not to be obtained by crossing the Rangitata near the mouth, where the river runs in one deep stream, and requires a bridge of about twenty chains in length. Such a line, running near the sea coast, would cross the Opihi

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FURTHER PAPERS RELATING TO

D.—No. 61..

below the junction with the Temuka, .and about thirty chains of bridging over these rivers might be saved. I have, Ac, W. B. Bray. Note.—The railway from Cairo to Sura was laid out by the French engineers over a similar steep and plain, contrary to the opinion of the late K. Stephenson ; but the expense of working the line was found to be so great that the Egyptian Government have, since 1805, made tho lower line, and pulled up the hill line. Trains now run direct from Suez to Alexandria without going to Cairo.

Enclosure 1 in No. 2. Estimate for Southern Railway—Rakaia to Ashburton Junction. £ s. d. £. s. d. Bridges and Culverts — Two 3-fect Culverts : ... ... ... ... ... 100 0 0 Six 6-feet Culverts ... ... ... ... ... 420 0 0 Two 10-fcet Culverts ... ... ... ... ... 150 0 0 Five 12-feet Culverts ... ... ... ... ... 472 0 0 Bridge over the Ashburton, 2,607 feet, at £6... ... ...15,642 0 0 16,784 0 0 Twenty Miles Railway, namely— ... ... Earthwork ... ... ... ... ... ... 200 0 0 Fencing ... ... ... ... ... ... 200 0 0 Ballast... ... ... ... ... ... ... 200 0 0 Sleepers ... ... ... ... ... ... 600 0 0 Rails ... ... ... ... ... ... ... 824 0 0 Laying... ... ... ... ... ... ... 176 0 0 Cost per mile ... ... ... ... ... 2,200 0 0 44,000 0 0 Total ... ... ... ... £60,784 0 0 Waihi Junction to Temuka— Two 6-feet Culverts ... ... ... ... ... 140 0 0 Two 12-feet Culverts ... ... ... ... ... 182 0 0 322 0 0 41 miles of railway as above, at £2,200 per mile ... ... 9,900 0 0 Total ... ... ... ... £10,222 0 0

Enclosure 2 in No. 2. Estimate for Southern Railway—Alternative Lines at Rangitata. Upper line. lower Line. Bridges and Culverts. Bridge and Culverts. £ £ At 3 miles, 6-feet Culverts 70 At 23 \ miles, 1 12-feet-Culvert... ... 108 3} „ 2 3-fect ditto, on skew ... 120 28f „ 1 10-feet ditto ... ... 90 9 „ River Hinds, 15 chains=96o 29 „ 1 6-feet ditto ... ... 70 feet... ... ... 5,940 29} „ River Hinds, 660 feet ... 3,960 2 8-feet Culverts ... 180 311 „ 1 6-feet Culvert ... ... 70 10J- „ 2 6-feet ditto ... ... 140 34 „ 1 6-feet ditto ... ... 70 1S1) 38-5- „ Rangitata 68 chains:—4,4BB 19h[ „ 3 6-feet ditto ..." ... 210 feet ... ... ... 26,928 22^) 40 „ Rangitata, 62 chains—4,o92 Stone Culverts at Rangitata 1,500 feet ... ... ... 24,732 Rangitata Bridge, widening 10,000 45 „ 1 12-feet Culvert... ... 108 271 „ 1 12-feet Culvert ... 108 2 12-feet ditto ... ... 182 18-feet ditto ... ... 90 45f „ 1 10-feet ditto ... ... 90 3 5-feet ditto ... ... 210 46 „ Otari, 660 feet ... ... 3,960 291 „ 1 15-feet ditto ... ... 135 461 „ 2 9-feet Culvert ... ... 200 30-1 „ 1 10-feet ditto ... ... 90 47 „ 2 15-feet ditto ... ... 225 15-feet ditto ... ... 70 47} „ 2 15-feet ditto ... ... 225 81. „ 1 12-feet ditto ... ... 108 32 „ 3 8-feet ditto ... ... 270 321 „ Bitot Otari 10 ehains=66o feet ... ... ... 3,960 23,201 61,018 Approaches to Rangitata Extra Embankment on RanBridge, 66,740 feet, at gitata Island, 9,864 cub. Is. 6d. ... ... 5,005 yards... ... ... 986 Railway, 35miles 671 chains, Railway, 27 miles, 45 chains, ' at £2,200 ... ... 78,855 at £2,200 ... ... 00,037 Total ... £107,061 Total ... £122,641

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CONSTRUCTION OP RAILWAYS.

D.—No. 61.

lII.—TIMARU TO WAITAKI. No. 3. Mr. Bray to Mr. Blackett. Sir,— Christchurch, 30th August, 1871. I have tho honor to forward you the Report and Estimate of T. S. Tancred, Esq., on Timaru and AVaitaki Railway. You will see by the Report that he suggests many important deviations from the line as laid out by Mr. Dobsou, and as reserved. These are intended not only to avoid the swamps, but also to obtain better crossing places for bridging the rivers. I forward, also, the tracings which show, in dotted black lines, the deviations proposed, which may be transferred to the tracing of the Timaru and AVaitaki Line, furnished for the Public AVorks Office. The dotted line terminates at tho Waiho Crossing, but is to be continued thence in a straight line to the AVaitaki. If it is thought desirable to reserve these deviations from purchase, the Superintendent has power, under the Canterbury Land Regulations, to reserve them ; only it will be necessary to decide whether tho line South is to run to the Commissioner's line of bridge, or to Millar's line, 1871. I have, Ac, John Blackett, Esq. W. B. Bray.

Enclosure in No. 3. Mr. T. S. Tancred to Mr. AY. B. Brat. Sic— 21st August, 1871. In accordance with your instructions I proceeded, on the 9th of this month, to examine above line of railway. This line commences in the Town of Timaru, at the termiual point of the Timaru and Temuka Railway. For a distance of 65 chains the lino follows the course of the beach parallel to high-water mark, and distant some 80 to 100 feet therefrom. After crossing tho two spurs forming Patiti Point the shore of the Otipua Lagoon is reached, in the immediate vicinity of its point of discharge into the aea. A viaduct of 330 feet in length will here be necessary to span the outlet and carry the railway on to the shingle and sand bank running between the lagoon and high-water mark. In times of heavy floods or high seas, which frequently fill tho lagoon by breaking over at the point proposed to bo bridged, a width of 4to 5 chains of dry land is left untouched by water. p\t 100 miles 70 chains the line quits the beach, and strikes along the sea face of the downs to 102 miles 50 chains, where it again crosses on to the beach over a viaduct 60 feet in length. The portion of the line between 100 miles 70 chains and 102 miles 50 chains could be improved by keeping rather more inland, and running in a straight line from point to point. At 103 miles 32 chains, a viaduct of 130 feet will be required to provide an escape for flood waters. At 104 miles 53 chains, a further flood opening of 66 feet will be required. Throughout this portion of the railway the cuttings will pass through a sandy clay of the am c description as that met with in the cuttings on tho Timaru and Temuka Railway. The lino quits the Downs at 105 miles 30 chains, and descends into the Pareora River bed. The present line is laid out so as to cross the river at a distance of 30 chains from its mouth, where the fall of the river is considerable, and the water channels are liable to alter their courses during floods. By keeping the line within 10 chains of the sea, and running through the end of the lagoon formed by the river, where there is little or no current or liability to damage, a viaduct of 400 feet would suffice to allow the escape of the heaviest floods. From this point to 109 miles the line would then follow the edge of the beach, thereby avoiding severance and the fencing upon the sea side of the railway. At the 109 th mile two lines appear to offer greater advantages than the one laid down upon tho plan. The first of these .would continue to follow the course of the beach, would cross the Olaio near its outlet into the sea, and would form a junction with the old line at the 112 th mile. The second would cross tho river a fewchains above the Main South Road, and would join the original line at the same point as the first named deviation. A viaduct of 400 feet would suffice on either of these lines to cross the river Otaio, whereas at least 12 chains of bridging would be required upon the line as laid out. At 112 miles 30 chains, a flood opening of 66 feet would be required, and also at 113 miles 40 chains and 113 miles 70 chains. From the river Otaio to this point tho ground is of a wet swampy description, and large side-drains, with several small culverts, will bo required to prevent flood waters overflowing the lino of railway. From deficiencies of this description, constant interruptions to traffic have up to the last year taken place upon the main South Road. A deviation entailing an additional length of about 4 chains of railway would carry the lino over the river Makikihi at a less expense for bridging than the present line. As the land through which the line runs, from Section No. 6,548 to the River Hook, is an educational reserve, there would be no difficulty in altering the reserve for the railway. From the point of crossing the Makikihi the line would trend upwards, to avoid deep swamps, as Bhown upon the plan. No further difficulties would be encountered from this point, with the exception of short bridges over the Hook River, the Deep Creek, the Waimate, and ono or two minor creeks, until the 125 th milo is reached. At this point it becomes a question whether the railway should not take the course of the public road, as indicated upon the plan, and cross the Waiho River in a very favourable locality, where the river is confined between well-defined terraces on both sides, and where a saving of 15 chains of viaduct could be effected. The lower side would require 25 chains of bridging. The line thence to the AVaitaki would be shortened, but the estimate in other respects would in all probability remain the same. The railway from the AVaiho to the AVaitaki passes over a smooth, dry, and stonev plain, offering no obstacles to the economical construction of the line. The Waimate Branch, as laid out, offers no engineering or other difficulties. W. B. Bray, Esq., District Engineer, I have, Ac, Christchurch. Thomas Selby Tancred.

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FURTHER PAPERS RELATING TO

U.—No. 6t.

CONSTRUCTION OF RAILWAYS.

9

Estimate. £ 8. d. 353,000 cubic yards Excavating to Embankment and to spoil, at Is. ... ... 17,650 0 0 80,440 „ Ballast, at 2s. 6d. ... ... ... ... ... 10,055 0 0 72,380 lineal yards Laying Single Line of Eailway, at 2s. ... ... ... 7,238 0 0 4,000 lineal feet Viaducts, at £7 ... ... ... ... ... ... 28,000 0 0 .12 feet Timber Flood Openings ... ... ... ... ... ... 1,000 0 0 41i miles Fencing, at £80 ... ... ... ... ... ... 6,580 0 0 4LJ- „ Single Line of Eailway, with bolts, &c, at £621 ... ... ... 25,538 12 6 12-J- „ Forming over level ground, at £100 ... ... ... ... 1,212 10 0 82,250 Sleepers, at 5s. ... ... ... ... ... ... ... 20,562 10 0 Occupation Works and Culverts ... ... ... ... ... ... 3,000 0 0 Stations ... ... ... ... ... ... ... ... ... 2,000 0 0 Contingencies, 10 per cent. ... ... ... ... ... ... ... 12,283 13 3 Engineering Expenses, 5 per cent. ... ... ... ... ... ... 6,141 16 7 Total ... ... ... ... ... ... ... ...£141,262 2 4

IV.—BANGIORA TO WAIPARA. No. 4. Mr. W. B. Bray to Mr. J. Blackett. Sir,— Christchurch, 30th August, 1871. I have the honor to forward you a Report on the Continuation of the Northern Railway to the Waipara, together with estimates of the various portions and alternative lines. The section of the alternative line to the Waipara has not been levelled across the freehold land, and the section of the North Road is given from my own level book. One objectionable hill on that road is up a side deviation, to avoid a then undraincd swamp, but I believe it is now drained, and the 2 chain road carried nearly level past it. The depth of the Waipara channel, or bed, requires a 70 feet gut cutting at the upper, and 35 feet at the lower crossing, if the bridge is 15 feet above the water. With slopes of Ito 1, 7(3 feet gut, costs £15,000. With slopes of Itol, 35 feet gut, costs £2,347. Gut cutting would probably have to be avoided on the upper line, but on the lower might cost less than side cutting, and 1 mile of way and curves. If it is thought desirable to have about four miles of this diversion levelled, I should suggest stopping the present extension on the South Bank of the North Kowai, and communicating by a cheap cart bridge with the North Road, until further extension is needed. I have, Ac, John Blackett, Esq. W. B. Beay.

Enclosure in No. 4. Mr. W. B. Beat to Mr. J. Blackett. Christchurch, 28th August, 1871. The extension of the Northern Railway beyond Rangiora involves at its very outset many considerations, not only as to engineering works and cost of line, but also of the way in which many local interests will be affected by the direction in which the line is taken. The line of the Northern Railway, now in course of construction, was diverted from the line proposed by Mr. Doyne and sanctioned by the General Assembly, in order to avoid the Maori Reserve, and to bring the line as near as possible to Rangiora. In consequence of this deviation from Mr. Doyne's line, it has become a question of considerable interest to the inhabitants of Rangiora and to the landowners and farmers on the Ashley Downs and Township, whether the line might not be still further altered, so as to cross the river at Ashley Township and skirt the foot of the downs, to the former Railway Reserve. This line having been objected to, on account of the cost of bridging the river, the whole question of " which was the best place for crossing the Ashley," was referred to the consideration of J. Blackett, Esq., Acting Engineer-in-Chief. He, after careful examination of the river, recommended a site about three miles below the Ashley Township and one mile above the present bridge, where the river runs in one stream between high banks, and is 25 chains wide. The line to this crossing leaves the present terminus at Rangiora by the Parliamentary line, and, after crossing the Ashley, passes through Sefton, joining the Railway Reserve, near the Sefton Road. This line is estimated to cost, exclusive of land, but including fencing, gates, and stations, £31,850. The upper line, advocated by the inhabitants, is estimated to cost, with fencing, gates, and stations, £46,975. In considering this line as a portion of the general system of railways in Canterbury, we must bear in mind that about __■ mile of this upper line from Southbrook to Rangiora, estimated at £3,800, would be required as part of the Oxford Tramway if the direct and less costly line to Oxford is adopted. As a light tramway, this is estimated at £3,000. Therefore, as the making the upper line would save this outlay, tho real excess of expenditure would be only £12,000, though it seems to be £15,000. If for other than engineering reasons this upper line were taken, since the bridge will require wide and costly spans, to allow free passage to the drift timber, it would be necessary, for the security of the bridge, to enact that no bridge should be erected across the Ashley (so as to arrest the drift timber) within one mile above or one-quarter mile below the Railway Bridge. 3

D.—No. 6l

The continuation of the railway along the line reserved presents no peculiar difficulty for the first four miles. This part of the line rises 120 feet, and crosses the South Kowai by a bridge of 7 chains in length, and is estimated to cost £14,000. Beyond this point the line rises along the Mount Grey Downs, requiring heavier cuttings and embankments, and many culverts at the numerous guilies. It crosses the North Kowai in a very unfavourable situation, at an angle of less than 45°, and runs diagonally up the course of the river for 29 chains ; then, rising altogether 212 feet in eight miles, reaches the Waipara Terrace at a point where it is 97 feet above the bed of the river in the railway line ; thus making the extension of the line northward more difficult. These twelve miles of railway are estimated at £52,000. Were the line of railway to leave the reserve at the end of the first four miles, and, instead of rising the Mount Grey Downs, to crosß the freehold land towards the north-east, it would cross the North Kowai in a more favourable situation by a bridge of about 8 chains, and then following along the North Road (which is 2 chains wide), would reach the Waipara Terrace at a spot 21 miles below the other line, where it is only 55 feet above the river bed instead of 97, and the future extension of the line to the north would be much more readily effected. The levels have not been taken across the freehold land, but the ground is favourable. An approximate section of these three miles is shown by dotted lines, and beyond that the section of the North Road, taken in 1862, is shown in full lines. This line is estimated at £40,000. The total estimate of the Upper Line and Reserve is £98,975. The estimate by Mr. Blackett's line and this alternative along the North Road is estimated at £71,850. W. B. Beat, District Engineer. Noetheen Railway. Fstimate for Four Miles across South Kowai. £ £ £ Embankment ... ... ... ... ... ... 500 Culverts ... ... ... ... ... ... ... 348 Bridge, 7 chains ... ... ... ... ... ... 2,800 Fencing, Gates, and Crossings ... ... ... ... ... 2,270 Permanent Way ... ... ... ... ... ... 7,040 Stations ... ... ... ... ... ... ... 1,042 14,000 Fstimate for Fight Miles along Mount Grey Downs. Embankment ... ... ... ... ... ... ... 3,300 Culverts ... ... ... ... ... ... ... 1,300 Bridges, 3 chains and 29 chains ... ... ... ... ... 12,800 Fencing, Gates, and Crossings ; .. ... ... ... ... 4,540 Permanent Way ... ... ... ... ... ... 14,080 Stations ... ... ... ... ... ... ... 1,980 38,000 Alternative Line by North Road. Embankments ... ... ... ... ... ... ... 1,600 Culverts ... ... ... ... ... ... ... 600 Bridge ... ... ... ... ... ... ... 3,200 Fencing, Gates, and Crossings ... ... ... ... ... 4,540 Permanent Way ... ... ... ... ... ... 14,080 Stations ... ... ... ... ... ... ... 1,980 23,000 General Fstimate of Northern Railway. Parliamentary Line, 7 miles 37.j chains ... ... ... ... 27,850 Fencing and Gates ... ... ... ... ... ... 2,000 Stations ... ... ... ... ... ... ... 2,000 31,850 Four miles across South Kowai, as above ... ... ... ... 14,000 Eight miles Alternative Line by North Road ... ... ... 26,000 £71,850 Ashley Downs Line, 81 miles ... ... ... ... ... 42,725 Fencing and Gates ... ... ... ... ... ... 2,250 Stations ... ... ... ... ... ... ... 2,000 or - 46,975 46,975 Four miles across South Kowai, as above ... ... ... ... 14,000 14,000 Eight miles along Mount Grey Downs, as above ... ... ... 38,000 20,000 £98,075 £86,975 W. B. Beat, District Engineer.

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D.~Iv To. 8l

V.—TOKOMAIRIRO TO TUAPEKA. No. 5. Mr. AY. N. Blaie to Mr. J. Blackett. Sic,— Dunedin, 24th October, 1871. I have the honor to forward you, under separate cover, plans and sections of the proposed railway from Tokomairiro to Tuapeka. I only received them this morning, so have no time to report fully on the line. I will, however, do so by next mail, by which time you will also receive Mr. Barr's report and estimate. In the meantime I send the following figures taken from his estimate : — Average Cost per Mile. £ b. d. AVorks on line and engineering ... ... ... ... 4,975 10 9 AVorks, engineering, and land ... ... ... ... 4,998 1 7 Works, engineering, land, and rolling stock ... ... ... 5,148 6 3 I have, Ac, W. N. Blaie, The Assistant Engineer-in-Chief, Wellington. District Engineer.

No. 6. Mr. W. N. Blaie to Mr. J. Blackett. Sic,— Dunedin, 27th October, 1871. I have the honor to enclose herewith Mr. Barr's report and estimate on the Tuakepa Railway. In consequence of other engagements he was not able to give them to me till this morning, consequently I have had no time to supplement the report by any of my own. I will, however, endeavour to do so by next mail; and in the meantime if you want explanations on any point I will send it by telegraph. I have, Ac, W. N. Blair, The Assistant Engineer-in-Chief, Wellington. District Engineer.

Enclosure in No. 6. Mr. G. M. Baer to Mr. W. N. Blaie. Sib, — Roads and Works Department, Dunedin, 24th October, 1871. In accordance with your instructions, as per memorandum 11,244-12, 4th August, 1871, I have the honour to inform you that I have had Parliamentary survey executed of the proposed railway between Tokomairiro and Tuapeka, and now beg to report upon the engineering points involved. The line leaves the Otago Southern Trunk Railway at 36 miles 6 furlongs from Dunedin, and adjoining the present main road from Tokomairiro to Tuapeka, and proceeds across the plain to tho gorge through which the south branch of the Tokomairiro River flows, proceeding up it to the confluence of the Valla Burn, thence ascends the gully thereof to the watershed, separating that water from the Manuka Creek. The summit of this saddle is 48269 feet above the commencement of the line, and too high to be passed in open cutting, consequently a tunnel of 670 yards is proposed through to the drainage ground of the Manuka Creek, at that part known as Gardener's Flat. Before fixing upon this line I considered fully the question as to whether or not the gorge of the lower part of the Manuka Creek, up which the present main road runs, would be suitable for a railway; but I found that owing to its rapid rise at that part, being from 1 ill 15 to 1 in 35, and that the gradients could not be materially improved by commencing the ascent at any distance back from the junction of the creek with the Tokomairiro River, except at an enormous outlay, and that, moreover, the works for nearly two miles would consist of rock-cutting through a narrow tortuous gorge, I came to the conclusion that the line as surveyed will give a much better gradient and at less expense than could be obtained otherwise. The line, after passing through the tunnel, continues up the Manuka Creek the whole way to the summit at the Round Hill Saddle, where the ground is 714 feet above the beginning of line, and the formation of the railway is proposed to be 59554 feet above the same point in a distance of 9 miles 111 chains. With the exception of 65 chains at the junction with the Southern Trunk, and at A to to, which are level, the line is constantly rising towards this summit, so that nothing is lost by intermediate falls. The gradients on this part, which is undoubtedly the worst on the line, vary from 1 in 325 to 1 in 46, the latter being the ruling gradient of the railway. The saddle at the Round Hill will be pierced by a tunnel 250 yards long, after which the line descends to the valley of the Waitahuna River. It will cross the stream upon a pile bridge in five spans of 25 feet each, about 12 chains further down the river than that carrying the present main road, after which it will continue up the valley of the Waitahuna River to the first main gully leading northwards, up which it will keep at no great distance from the present road until it reaches the high laud forming the watershed of the AVaitahuna and Tuapeka Rivers, where it attains an elevation of 57611 feet above the starting point, or within 1943 feet of the height of the saddle at the Round Hill. The ascent to this is, however, very easy, there being only a length of 1 mile 25 chains so steep as lin 46. This part will be in open cutting, a tunnel being unnecessary. At 18 miles 40 chains the descent towards Tuapeka commences, and is accomplished in gradients of 1 in 46 for a mile and a half, and the remainder to terminus is upon gradients of 1 in 90, 1 in 55, and level. The terminus adjoins the Athenaeum Reserve in the town of Lawrence, in a

D.—No. 61.

convenient position as regards the business part of the town, and at a part of the Tuapeka Valley favourable for the continuation of tho railway further towards the interior of the country. The total length of the line is 21 miles 24 chains. From the brief description I have given of the main points of the proposed railway, its general character will be perceived. This, like all other railways proceeding from the coast towards the interior, has to surmount the general rise of the country, besides whatever ridges are encountered in its course. The water level at the terminus is 317 feet above the water level at the commencement, and the three main drainage systems of the Tokomairiro, the Waitahuna, and the Tuapeka, are traversed, causing a crossing of two main watersheds, besides the secondary one between the Valley Burn and the Manuka Creek. Under these circumstances the ruling gradient of 1 in 46 may be considered extremely favourable, but if necessary this could be flattened considerably, though I have deemed it prudent to avoid the expensive works which such would necessitate. The works are comparatively light, the most costly being the tunnels, which will bo through schist rock, but fortunately their aggregate length is only about half a mile. The sharpest curves upon the line are of 10 chains radius, but by the adoption of less radius which could be done in the detail survey, the earthworks might be reduced in some few cases. The limited time at disposal, owing to the late period at which the survey was commenced, precluded my entering upon this and some other details so minutely as I could have wished, but the information contained in the plan and sections is sufficient for closely approximating the probable cost of the works. In the following estimate I have provided for the road bridges, in most cases, being of stone abutments with iron girders, and the river bridges, where stone foundations would be too difficult and expensive, I would recommend being of timber throughout. For this purpose I would also recommend Native timber, and especially totara, for, judging from the durability of some bridges of that wood erected twelve or fourteen years ago in this Province, I have every confidence in its durability when properly selected and treated. In road crossings, when practicable, the line will be carried upon the level of the roads, and gates will be dispensed with. Cattle will be prevented from straying along the line by trenches or " cow-pits" dug across the railway, such as have been in use for many years upon mineral lines in Scotland, and also upon the Southland Railways in this Province. I need not enter further into the proposed details of construction, as the dimensions and general nature of the different parts will appear noted in tho estimate. In forming that, I have been guided in tho rates for the various works by the prices which have been paid for similar works by this department, and to a certain extent in that district, so that I have every confidence in offering it as a reliable approximation of the probable cost. As regards the materials for construction, I may state generally, that the principal ones can be conveniently obtained, and especially ballast, which can be gathered on or alongside the line throughout the whole distance. Stone sufficient for the bridges and culverts can be got within easy distances of the works, while tho timber for bridges and sleepers can be derived from Inch, Clutha, Waipori, and Tapanui. The line passes through a good agricultural and mining district for its full length, and would also be of great advantage to the interior gold-fields in so far as rendering facilities for communication with Dunedin. The land throughout six miles of its length is still Crown property, and the remainder could be obtained on very moderate terms. It will be observed from the following estimate that the cost of the railway will be within £5,000 per mile, even including the price of land, though it will exceed it if the price of rolling stock be added. Bearing in mind, however, that this is to be worked in connection with the Otago Southern Trunk Railway, I have had some doubt as to the propriety of providing for even the small quantity enumerated below, seeing that probably the amount ordered for tho main line, will for several years bo sufficient for the requirements of this also. The list I have furnished, however, may be useful in showing the maximum which can possibly be required even to meet very large demands upon the working capacities of both railways. I have. Ac, G. M. Baee., C.E., The Secretary for Land and AVorks. Provincial Engineer. Estimate. Earthworks, formation, 13' 6" in cuttings, and 13' 0" in embankments— £ s. d. Excavation, 453,200 cubic yards, at Is. Id. per cubic yard ... ... ... 24,548 6 8 Rock, 46,200 cubic yards, at 2s. per cubic yard ... ... ... ... 4,620 0 0 Side cutting, 116,212 cubic yards, at lid. per cubic yard ... ... ... 6,701 7 8 Embankment, 657,800 cubic yards Tunnel, 670 lineal yards, at £19 per lineal yard ... ... ... ... 12,730 0 0 Tunnel, 250 lineal yards, at £17 per lineal yard ... ... ... ... 4,250 0 0 Earthwork in Sidings and Stations— Excavation, 12,600 cubic yards, at Is. per cubic yard ... ... ... 630 0 0 Embankment, 12,600 cubic yards Alteration of roads, 276 chains, at £4 10s. per chain ... ... ... ... 1,242 0 0 Side Ditches, 1,020 chains, at Bs. per chain ... ... ... ... ... 408 0 0 Bridges—Tokomairiro River, South Branch, 50 lineal yards, at £15 per lineal yard £750 ~ District Road, at -sr, 42 lineal yards, at £13 per lineal yard ... 546 ~ Main Road, at A, 13 lineal yards, at £14 per lineal yard ... 182 ~ Waitahuna Road, at ij, 41 lineal yards, at £15 per lineal yard ... 615 ~ District Road, at p's, 13 lineal yards, at £15 per lineal yard ... 195 2,288 0 0 Carried forward ... ... ... ... ...£57,417 14 4

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D.—No. 6i.

£ s. d. Brought forward ... ... ... 57,417 14 4 Culverts—18", 600 lineal yards, at 12s. per lineal yard ... ... ... £360 24", 500 lineal yards, at 16s. per lineal yard ... ... ... 400 „ 30'', 250 linea,l yards, at 18s. per lineal yard ... ... ... 225 985 0 0 Level Crossings, 20, at £10... ... ... ... .... 200 0 0 Fencing—26 miles of sod and ditch, at 15s. per chain ... ... ... ... 1,5(50 0 0 „ 12t miles of post and rail, at 20s. per chain ... ... ... ... 980 0 0 Ballast, I?? cubic yards, per lineal yard— Main line ... 37.4SS cubic yards Sidings and Stations 1, 650 cubic yards 39,138,at3s. ... ... ... ... ... 5,870 14 0 Sleepers (Totara), 5-^- X 8" x 4"— Mainline ... 40,610 Sidings, &c. ... 1,192 41,802, at 2s. 6d. ... ... ... ... ... 5,225 5 0 Rails, 40 lbs per lineal yard — Tort9. cwt. Mainline, ... 1,338 16 Sidings ... ... 39 12 1,378 8,at£1110s 15,85112 0 Fishplates, bolts, spikes, &c, GO tons, at £10 ... ... ... ... ... 600 0 0 Rail-laying, 21, JS, miles, at £90 ... ... ... ... ... ... 1,917 0 0 Sidings, % of a mile ... ... ... ... ... ... ... 60 0 0 Stations and Passenger Platforms, and Turntable ... ... ... ... 1,500 0 0 92,107 5 4 Add 10 per cent, for Contingencies ... ... ... ... ... 9,216 0 0 Engineering ... ... ... ... ... ... ... 4,608 0 0 105,991 5 4 Soiling Stock— 1 Locomotive ... ... ... ... ... ... ... ... 1,500 0 0 2 Passenger Carriages ... ... ... ... ... ... ... 500 0 0 6 Goods and Cattle Waggons ... ... ... ... ... ... 1,200 0 0 109,191 5 4 Land—96 acres, at £5 ... ... ... ... ... ... ... 480 0 0 £109,671 5 4 Total. Kate per Mile. £ s. d. £ s. d. Works and Engineering ... ... ... ... ... 105,991 5 4 4,976 2 3 Works and Rolling Stock ... ... ... ... ... 109,191 5 4 5,126 7 O Works and Rolling Stock, and Land ... ... ... ...109,671 5 4 5,148 17 7 Works and Land ... ... ... ... ... ... 106,47S 5 4 4,99113 O G-. M. Baee, C.E.

VI.—WINTON TO LOAVTHER AND KINGSTON. No. 7. Mr. Carruthers to the Hon. W. Gisborne. Sir, —■ Dunedin, 22nd September, 1871. I have the honor to report that in accordance with your verbal instructions, I have examined the country between Invercargill and Kingston, on Lake AVakatipu, in order to form an approximate comparative estimate of the cost and relative advantages of a railway between these points, on the lines via Winton and Gore, respectively. Owing to the configuration of the country, both lines would meet at Lowther, and the part which is common to both from there to Kingston, need not be taken into consideration. The AVinton has the advantage of being twenty-six miles shorter than the other, so that all the traffic between the lake and the seaboard would have that distance less to travel by this line than via Gore. The line from Invercargill to AVinton is already built on the one line, and on the other the line from Invercargill to Gore will be built as part of the Otago Southern Trunk Railway, quite independently of any line to Kingston. The distances from Kingston to AVinton and to Gore represent therefore the length of railway which must be built to connect Kingston with Invercargill. The former is tho shorter by seven miles, and as the rate per mile on both lines would bo about tho same, this represents a saving (at £3,000 per mile) of £21,000 in favour of the AVinton Line. 4

D.—No. 61.

On the other hand, tho Gore Line has the advantage of opening up a larger extent of land fit for agriculture, and by it the distance from Kingston to Dunedin is shortened fifty-miles. The Winton Lino has been laid out to cross the Oreti River twice, but this may, perhaps, be advantageously changed by keeping altogether on the east side of the river, and not crossing it at all. The earthwork would bo thereby increased, and some rock cutting incurred in passing the spurs which come down to the river. At the same time, there would be on the Gore Line a piece of line equally difficult, where the spurs of East Peak come down to the Mataura River, and the cost of this part, together with the bridges across the AVaimea and Ota:nita Rivers, would be sufficient to meet tho extra cost of two bridges over tho Oreti, or of the extra excavations required to avoid them. The rest of the country on both lines is very favourable and offers no difficulty. I enclose a map showing both lines, on which the Winton Line is shown in read and the Goro Line in blue. I have, Ac. Tho Hon the Minister for Public Works, John Carruthers, Wellington. Colonial Chief Engineer.

No. 8. His Honor J. Macandrew to the Hon W. Gisboene. Alternative Lines, Winton to Lowther and Kingston and Gore to ditto ditto. Sir, —■ Superintendent's Office, Dunedin, 22nd July, 1871. I have the honor to forward the enclosed letter that has been addressed to the Government from the " Mataura and AVakatip Railway Committee," relative to the proposed route for the railway from Invercargill to AVakatip. I have, Ac, The Hon. the Colonial Secretary, J. Macandrew, Wellington. Superintendent.

Enclosure in No. 8. Mr. G. Bailey to the Secretary of Land and Works, Dunedin. Sir, — Switzers, 30th June, 1871. I have the honor to invite the consideration of the Provincial Government to the advisability of reconsidering tho proposed route for the railway from Invercargill to AVakatip. The present survey via AVinton to Lowther ruus through a very thinly populated district, and will involve the construction of a very costly bridge over the new river near the foot of the Hokauui Ranges, and also three other bridges over important branches of the New River on the Five River Plains, all requiring to bo constructed on a loose shingle formation. A Committee has been formed for the purpose of urging upon the Government tho very superior advantages that might be expected to follow from an alteration of tho projected course of the railway, so as to connect Queenstown with the Mataura and Dunedin Line at the township of Gore (Long Ford). It is proposed that the line from AVinton to Lowther should be abandoned, and a line from Gore to Lowther constructed in lieu of it. The route would lie along the Mataura and Waimea Plains, and would pass in close proximity to the runs occupied by Messrs. AVentworth, Dundas, Montgomery, Bell, P. McKellar, Swanston, Chapman, McDonald, McNeill, Ac, Ac. It would avoid crossing all the large rivers above mentioned, there being only two insignificant streams on the proposed course, namely, tho Otamita and the AVaimea, neither of which will bear any comparison with the four that require to be crossed if tho Winfon Lino is adopted. Tho proposed route is nearly level the whole way, and no engineering diflScuities present themselves. The distance is about the same, but tho probable cost is immeasurably in favour of tho Goro to Lowther Line. This route would bring the railway less than twenty miles from Switzers, and would bo of great advantage to our mining population by connecting the gold-producing centre of Switzers and tho Lake District together. It would cheapen tho cost of living to the miners and increase our numbers. Tho population to be benefited by the proposed route is twenty times greater than that contiguous to the Winton Lino, which statement can be verified by the census returns. The residents of Switzers and its surrounding diggings will also be benefited by having flour and breadstuff's from the mills in the Queenstown District as well as general produce, which could be brought down cheaper by rail than it can now be obtained from Tokomairiro. Many other advantages suggest themselves, namely, the larger growth of wool along the proposed route ; the great benefit to the miners, by being brought within reach of railway carriage for the large quantity of mining timber, which is now mainly supplied from Cowan's Bush, at the Hokanuis, and could bo conveyed by rail nearly the whole way. I have, therefore, the honor to request that the Government will cause a survey, or, at any rate, a flying survey, to be at once made of a route from Gore, to effect a junction with the proposed WintonAVakatip Line at or near to Lowther. Trusting that tho Government will take immediate action in this matter, I have, Ac, George Bailey, Secretary Mataura and AVakatip Railway Committee. The Secretary of Land and Works, Dunedin.

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D.—No. Gl.

No. 9. Memorandum by Mr. Blackett on Suggested Line to Lake Wakatipu by way of Valley of Mataura instead of by A ralley of Oreti. The latter is at work for 40 miles, namely, 20 from Bluff to Invercargill, aud 20 from Invercargill to Winton, leaving about 55 to complete it through to the Lake. The new line would branch from the Invercargill and Mataura Railway, where it crosses the Mataura River ; and tho distance from here to the Lake is apparently (by map) about the same as from AVinton to the Lake. The Winton Lino would appear to give tho readiest and shortest access to the Lake District from the port at the Bluff, being in the proportion of 95 miles to 115 by tho newly suggested line —(see sketch attached). A survey of the proposed line could not well be made in time for the ensuing session of General Assembly. John Blackett, C.E. 9th August, 1871. ___________„______

No. 10. Memorandum by His Honor J. Macandrew. Railway, Longford to Kingston. I am of opinion that a flying survey of proposed line might bo effected at a very trifling cost, and might yet be had before the session closes. There can be no doubt as to the expediency of and ultimate necessity for such a line, and if (as I believe) it can be made for less money than an ordinary road, I know of no line which will more certainly and speedily recoup the cost of construction, inasmuch as it passes through a fine level country of open land, which, for the most part, has not passed out of the hands of the Crown, and which is suitable for settlement. It will, moreover, bring the important mining district of Switzers within some fifteen or twenty miles of railway communication. I would suggest that an experienced Railway Engineer, such as Mr. Brunton, might at once proceed over the ground. He would bo able at a glance to give an approximate estimate of the relative cost as respects the proposed line and the line via AVinton. I believe that both lines must be ultimately constructed. The advantage of proceeding with the AVinton Line first is, that it will connect tho Lake District with the seaboard much sooner than can otherwise be effected, or, at all events, sooner to the extent of the time occupied in making tho line, Invercargill to Mataura. 22nd August, 1871. J. Macandrew.

No. 11. His Honor J. Macandrew to the Hon. W. Gisborne. Sir,— Wellington, 28th August, 1871. Referring to my memorandum of last week, with respect to the cost of constructing a line of railway from Longford to Kingston, I now learn, on conversing with Mr. Brunton, who is at present in AVellington —who has been repeatedly over the country and knows the ground well—that he can give an approximate estimate of cost sufficiently near to enable the necessary Parliamentary action to be taken this session: this he can do without leaving AVellington. I would therefore suggest the expediency of communicating with Mr. Brunton on the matter. I have, Ac, J. Macandrew, The Hon. the Colonial Secretary, Wellington. Superintendent of Otago.

No. 12. Mr. Knowles to Mr. Brunton. , Sir,— Public Works Office, Wellington, 29th August, 1871. His Honor the Superintendent of Otago having informed the Government that you are so thoroughly conversant with the country between Longford and Kingston that you can, without leaving Wellington, frame an approximate estimate of the relative cost as between the above proposed line and that via Winton, I am directed by Mr. Gisborne to request that you will prepare such estimate accordingly. I have, Ac, John Knowles, William Brunton, Esq., Wellington. Under Secretary.

No. 13. Mr. Brunton to the Hon. W. Gisborne. Sir,— Wellington, 11th September, 1871. Referring to yours of 29th August. 1871, I havo the honor to submit the following Report:— A line of railway from Long Ford to Kingston would take the following course: — From Long Ford to Sydney Bill's Accommodation House, a distance of say, nine miles, it would follow the low ground between tho foot of the Hokonui Ranges and the Mataura River. Over this portion, a line without any gradients steeper than 1 in 150 or curves of less radius than 15 chains could bo made at a cost not exceeding £3,700 per mile.

D.—No. 6l

From Sydney Bill's Accommodation House to Lowther Township near the elbow on the Oreti River, a distance of, say, thirty-one miles, no line of country could be more favourable for railway construction. A practically level line could be constructed for £2,700 per mile. As this exceeds my estimate for a line over equally favourable ground (namely, from Invercargill to Long Ford), it will be necessary for me to explain that the excess per mile is attributable to the extra length of carriage for railway material; that timber is scarce in the district; and that a more expensive fence would be required. Over this portion —distance forty miles —there are no large rivers to cross and but few small streams; there will be no over-bridges, and but the ordinary requirements in public road and occupation level crossings. After the first nine miles the lino will pass over ground with gravel to the surface well adapted for ballast. If the line is fenced, sod walls cannot be constructed, and a post and rail or wire fence must be provided. Near the Lowther Township this line would join the surveyed and estimated line from Winton to Kingston. From the junction to Kingston would be, say, thirty miles, which thirty miles is common to both lines of railway upon which I am requested to report. My Report must thus be confined to the line of railway from Long Ford to Lowther, near the Elbow, and the line from Winton to the same place. The distance from Long Ford to Lowther is as before stated, about forty miles, the cost of which would average £2,925 per mile, total, say, £117,000. The distance from Winton to Lowther is about thirty-five miles, estimated to cost £3,000 per mile, total, say, £105,000. And I have reason to believe this cost could be decreased by keeping altogether on the East bank of the Oreti River, instead of crossing it twice. And even if such was found not to be the case, tho future cost in maintenance of two large bridges must be a serious item of consideration in determining which route the line should take. In the first outlay there is thus £12,000 in favour of line from AVinton to Lowther. With regard to the traffic to be expected, and the character of the country to be opened up, the line from Long Ford to Lowther will bring the mining community of Switzers and the goldbearing country adjoining within, say, twenty-five to thirty miles of the rail, and be of great benefit to the station-holders in the locality. The line from Winton to Lowther will be of immense advantage to the settlers in the district. I have not data before me to'state which line would bring in tho greatest revenue, but as the line from Winton to Lowther is the direct route from the natural port of the district, namely, the Bluff Harbour to the gold fields at the Nokomaia, Kingston, Queenstown, and the Lake Districts. I am of opinion that it is that line which would be the best paying one. As to the character of the country which these two lines would open up, it is greatly in favour of the one from Winton. I look on the country from Sidney Bill's Accommodation House to Lowther as purely pastoral land. In conclusion, I would respectfully beg to observe that, in my opinion, both lines will of necessity have to be constructed ultimately. Unless the line from Long Ford to Lowther is made, all traffic from Dunedin to the Lake Districts would have to go round by Invercargill, involving fifty-five miles of carriage extra to what would be required if it is. And if the line from Long Ford is made, and not the one from Winton, the present AVinton Line is practically thrown away, and the fine agricultural district between Winton and Lowther remains unopened. I have the honor to append to this a sketch showing tho route taken by both lines. I have, Ac, Wm. Beunton, M.I.C.E. The Hon. W. Gisborne, Minister for Public Works.

VII.—WINTON TO ATHOL. No. 14. Mr. AY. N. Blair to Mr. J. Blackett. Sic,— Public Works Office, Dunedin, 27th September, 1871. I have the honor to forward you herewith plans of proposed railway from AVindsor to Athol, and to submit the following Report on the line as there delineated. This railway was set out in 1866 by myself, under the direction of the late Mr. Paterson, the immediate object being to reserve from sale the land required for it. At that time the runs in Southland were thrown open for free selection, and the railway was surveyed before any land was,taken up. Tho reserve has, in many cases, been made the boundary of purchases, so, in addition to tho cost of land, there is a considerable saving in crossings and other occupation works. The AVinton and Athol Line loaves the Oreti Railway at Winton Station, and proceeds almost due north towards the AVakatipu District. It passes through the Lime Hills Township and Centre Bush, then up the Benmore Flat to the Oreti River, which is crossed at a point about three miles above Morrison's Accommodation House. The railway then runs straight up the Dipton Plain to the gorge at Castle Rock, where it trends a little eastward, and, skirting the foot of the Five River Plain, recrosses the Oreti below the confluence of the Five Rivers. After passing through the township of Lowther it keeps on the west side of the Main North Road to the Dome Pass, which is crossed at its lowest point, and from thence to tho Mataura River, the termination of this section, the line follows the Eyre Valley. I am not acquainted with another district in the Colony of the same extent that presents better *•:•""•'' s for railway construction than the one traversed by this line. With the exception of about

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D — No. Gl.

two or three miles at Lowther and the Dome Pass, the whole of the country is practically level; the " grading " might almost be done in ballasting, the materials for which can be got in the side ditches. When in Dunedin, I explained to you the easy nature of this line, and we decided that for an approximate estimate no section was required. I have, however, re-examined the whole line, noted the size of the streams, and obtained such other information as enables mo to give my estimate with considerable confidence ; and, judging from the manner in which my former estimates for similar works have been verified, I believe that the margin will be found on the safe side. The length of the line is 491 miles, and the total amount of the estimate, including stations and rolling stock, is £106,425, being at the rate of £2,150 per mile. The following is a general description of the principal works proposed:— Fencing. —lntended to be erected only at those portions of the line where the land has been sold agricultural purposes. Crossings. —No bridges of any kind whatever. American crossings to be used where the line is fenced, but on the unfenced portions there will only be guard beams and gravelled approaches. Bridges. —Those over the Oreti River, and Stag, Eyre, and Quoich Creeks, to have timber piers and malleable iron girders, the spans being 30 feet. All others to be constructed solely of timber. I hare not provided for planking or parapets on any of the bridges, a gangway for tho linemen being all that is required. Permanent Way. —This being a branch lino, I have reduced the weight of rails to 36 lbs. All the rest of the materials will be generally the same as on the Clutha Railway. In accordance with your instructions, I have again examined the country on the east sido of the Oreti, with the view of diverting the line so as to avoid the two crossings of that river. The accompanying small-scale plan shows the two routes. The one on the east side does not present any serious obstacle to the construction of a railway ; still the advantages are, in my opinion, clearly in favour of tho present route. That on the east sido is 1} miles longer, and there is 41 miles of rough ground, where the spurs of the ranges run into tho river. Those spurs are nearly all rock, so the cost of cutting through them would be very considerable. Without a detailed survey of this rough ground I cannot give an accurate estimate of the relative costs of the two lines, but probably the following will be found approximately correct : — Line on East Side. Extra length, 1} miles, at £2,150, say ... ... ... £2,700 O 0 Extra AVorks, 41 miles, at £2,500 ... ... ... 11,250 0 0 - Cost of Land, 164 acres, at £5 ... ... ... ... 820 0 0 £14,770 0 0 Present Line. Cost of Bridges over the Oreti, as per accompanying Estimate ... 9,000 0 0 Balance in favour of present line ... ... £5,770 0 0 . I also believe .that tho present line affords greater accommodation to the adjacent districts than the one on the east side; but this is a question that involves a consideration of the traffic likely to be developed by the railway, so I.cannot give a decided opinion on it. All the railway reserves on the accompanying large scale plans are tinted red. You will observe that at Athol there is a considerable area reserved, and that an alternative line is shown crossing the Mataura twice. This was done to avoid a sharp curve and rock cutting at tho first bight of the river. It was proposed to divert the Mataura to save the two bridges. The rock cutting, however, is very insignificant, and as fifteen chain curves are now considered easy, I havo taken the more circuitous line. I have, Ac, W. N. Blair, Tho Assistant Engineer-in-Chief, Wellington. District Engineer. Approximate Estimate of Cost. £ s. d. £ s. d. Clearing Bush, 240 chains, at 15s. per chain ... ... ... ISO 0 0 Fencing, 1,200 chains, at 30s. per chain ... ... ... ... 1,800 0 0 Earthwork —Cuttings on Line, 100,000 cubic yards, at Is. 6d. per cubic yard ... ... ... ... ... ... 7,500 0 0 Rock Cutting, 2,000 cubic yards, at 4s. per cubic yard ... ... 400 0 0 Side Cutting, 50,000 cubic yards, at Is. 3d. per cubic yard ... ... 3,125 0 0 11,025 0 0 Level Crossings—on fenced portion of line, 10, at £25 each . ... 250 0 0 On unfenced portion of line, 20, at £5 each ... ... ... 100 0 0 350 0 0 Bridges—over the Oreti River, at fj, 1,100 lineal feet, at £3 per lineal foot ... ... ... ... ... ... ... 3,300 0 0 Extra works at Abutment j, allow ... ... ... ... 700 0 0 4,000 0 0 Over the Oreti River, at tf, 1,250 lineal feet, at £3 ss. per lineal f00t... 4,062 10 0 Extra work at Abutmei.ta, allow ... ... ... ... 937 10 0 5,000 0 0 Carried forward ... ... ... ... £22,355 0 0 5

D.—No. Ci.,

£ s. d. £ b. d. Brought forward ... ... ... 22,355 0 0 Over Stag Creek, at 53, 60 lineal feet ... ... ... ... 160 0 0 Over Eyre Creek, at-JS, 90 lineal feet ... ... ... ... 230 0 0 Over Quoieh Creek, at H, 30 lineal feet ... ... ... ... 90 0 0 480 0 0 Bridges, two openings, each 12 feet, 5, at £75 each ... ... 375 0 0 Bridges, 12 feet span. 21, at £55 each ... ... ... ... 1,155 0 0 Bridges, 6 feet span, 12, at £40 each ... ... ... ... 480 0 0 2,010 0 0 Culverts and Drains —three-feet timber Culverts, 100 lineal yards, at £3 10a. ... ... ... ... ... ... 350 0 0 Small Culverts and Drains, 49j miles, at £10 per mile ... ... 495 0 0 845 0 0 Ballasting and Permanent "Way —per mile, of single lino— Ballasting, 1,760 cubic yards, at Is. 3d. per cubic yard ... ... 110 0 0 Sleepers, 2,000 cubic yards, at 2s. 6d. per cubic yard ... ... 250 0 0 Kails, 36 lbs. per yard, at "VVinton, 56}- tons, at £10 per ton ... 565 0 0 Fishplates, 2| tons, at £12 per ton ... ... ' ... ... 30 0 o Bolts and Nuts, | ton, at £18 per ton ... ... ... • 4 10 0 Spikes, '2b tons, at £12 per ton ... ... ... ... 25 10 0 Kail Lay ing, 1,760 lineal yards, at Is. per lineal yard ... ... 88 0 0 Carriage of Iron from Winton, 62 tons, at 30s. per ton ... ... 93 0 0 1,166 0 0 Ballasting and Permanent Way, 49| miles, at £1,200 per mile ... 5,9400 0 0 Stations— At the Elbow Siding, Goods, Shed, Platform, Office, Water-tanks, Signals, &c. ... ... ... ... ... ... 400 0 0 At Athol, same as above, but with addition of Turntable ... 660 0 0 Platforms on wayside, including water-tanks where required, 8, at £30 each ... ... ... ... ... ... 240 0 0 — 1,300 0 O Boiling StockConsisting three Locomotives, four Carriages, two Break Vans, and forty Waggons ... ... ... ... ... 9,000 0 0 Land already liefserved — Contingencies • ... ... ... ... ... ... 11,035 0 0 Total Cost of Railway... ... ... ... £106,425 0 0 Average per mile ... ... ... ... £2,150 0 0 Public Works Office, W. V. Blaik, Dunedin, 27th September, 1871. District Engineer.

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